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RTC/Market Area Mobility Study RTC-Market Area Mobility Study Syracuse Metropolitan Transportation Council

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This document was prepared with financial assistance from the Federal Highway Administration and the Federal Transit Administration of the U.S. Department of Transportation through the State Department of Transportation. The Syracuse Metropolitan Transportation Council is solely responsible for its contents.

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For further information contact:

Michael D. Alexander, AICP, Project Manager James D’Agostino, Director Syracuse Metropolitan Transportation Council 126 N. Salina St., 100 , Suite 100, Syracuse, NY 13202 PHONE: (315) 422-5716 FAX: (315) 422-7753 www.smtcmpo.org RTC-Market Area Mobility Study

EXECUTIVE SUMMARY

RTC-Market Area Mobility Study As shown in Figure A - the Study identifies The City of Syracuse (City) wants to make it four priority crossing locations for mobility safer and easier for Northside residents to improvements: walk/bike across Hiawatha Boulevard and Park Street to access the Regional Market,  Hiawatha Boulevard/Park Street the Regional Transportation Center, and  Hiawatha Boulevard/Carbon Street Destiny USA. This planning effort builds  Hiawatha Boulevard/Tex Simone upon a mobility project installed by the City Drive/First North Street – the Park Street Neighborhood Greenway.  Park Street/NBT Bank Parkway/Harborside Drive. The RTC-Market Area Mobility Study (Study) is a planning-level assessment that informs Detailed (planning-level) concept plans are the community about potential options to presented in Chapter 8 that show how improve mobility across Hiawatha sidewalk, bike lanes, sharrows, and shared Boulevard and Park Street. As a secondary use paths (SUP) could link and improve focus, the Study identifies “big picture” mobility. Most options are compatible with ideas to improve connections to facilities each other and can be combined. Some that exist beyond the primary study area. options are complex and may require These ideas will inform other planning additional study and engineering expertise. efforts by the city, county, and state. DRAFTTwo lane consolidation scenarios are Mobility improvement options are based on presented for the Hiawatha Boulevard/Park a comprehensive planning-level Street intersection. A preliminary analysis assessment, which involved roadway suggested that the southbound exclusive owners (i.e., the City of Syracuse and the left, thru, right lanes (and the eastbound New York State Department of exclusive left and through lanes) could be Transportation). Other involved agencies combined. The northbound left-through included the Syracuse-Onondaga County lane is also modified as a left-only lane. Planning Agency and Centro. Additionally, Presented options, including the shared the SMTC met with several neighborhood used path concept, may not require lane groups and conducted public outreach at consolidation. the market. In total, approximately 80-100 community members participated in these Chapter 8 also shows “big picture” mobility discussions. This collaborative process connection ideas to link the Market Area to ensured that the options were well-vetted the: , Park Street with the road owners and the community. Bikeway, the Beartrap Creek Trail, etc. These ideas are presented for informational purposes and may require further study.

i RTC-Market Area Mobility Study

EXECUTIVE SUMMARY

Figure A – Priority Intersection Context Map and Regional Mobility Improvement Ideas

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Table of Contents

Executive Summary

1 - Introduction ...... 5 1.1 Overview ...... 5 1.2 Problem Overview...... 6 1.3 Background ...... 6 1.4 Purpose ...... 7 1.5 Study Area ...... 7 1.6 Mobility Study Scope ...... 9 1.7 Study Advisory Committee ...... 9 1.8 Public Involvement Plan ...... 9 1.9 Project Purpose Summary...... 9 2 - Local Planning Studies and InitiativesDRAFT ...... 10 2.1 Hiawatha-Lodi BOA Plan ...... 10 2.2 Rezone Syracuse ...... 11 2.3 Park Street Greenway ...... 12 2.4 Bike Commuter Corridor Study ...... 12 2.5 Syracuse Bike Plan ...... 13 2.6 Dunkin Donuts ...... 13 2.7 Syracuse Lakefront Area LWRP ...... 14 2.8 Lakefront LWRP ...... 14 2.9 SMART 1 Study ...... 14 2.10 SMTC Pedestrian Model...... 15 2.11 NYSDOT - I-81 Viaduct Project Preliminary DEIS ...... 15 2.12 Summary of Plans & Initiatives ...... 16 3 - Land Use, Demographics, and LEP ...... 17 3.1 Land Use ...... 17

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3.2 Demographics ...... 18 3.3 Limited English Proficiency, Languages spoken at home, and Environmental Justice ...... 21 3. 3 Demographic & Land Use Summary ...... 23 4 - Existing Railroad, Transit, Bicycle/Pathway Facilities ...... 24 4.1 Railroad Facilities ...... 24 4.2 Transit Facilities ...... 26 4.3 Bicycle and Pedestrian Facilities ...... 27 4.3 Summary of Railroad, Transit, and Bicycle/Pathway Facilities ...... 31 5 - Road Facilities and Crash Assessment ...... 32 5.1 Data Collection ...... 32 5.2 Crash Assessment Findings ...... 33 5.3 Hiawatha Boulevard East ...... 38 5.3 Park Street ...... 38 5.3 Study Area Intersections ...... 41 5.5 Road Facility & Crash Assessment Summary ...... 43 Chapter 6 - Pedestrian ObservationsDRAFT ...... 44 6.1 Methodology ...... 44 6.2 Summary of Observations ...... 44 6.3 Observation Summary ...... 49 Chapter 7 - Community Feedback ...... 51 7.1 Public Involvement Plan ...... 51 7.2 Community & Stakeholder Outreach ...... 51 7.3 Feedback Summary ...... 55 Chapter 8 –Mobility Improvement Options...... 56 8.1 Intersection Mobility Improvement Options ...... 57 8.2 Secondary & Greater Study Area Mobility Options ...... 67 8.3 Conclusion ...... 72

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List of Figures Figure 1 – Study Area Figure 2 – Land Use Figure 3 – Population Density Figure 4 – Poverty Figure 5 – Population by Age Figure 6 – Unemployment Rate Figure 7 – Median Household Income Figure 8 – Percent of Households with no Vehicle Figure 9 – Bike, Walk, or Transit to Work Figure 10 – Concentration of LEP Figure 11 – Language Spoken Figure 12 – Environmental Justice Figure 13 – Existing Facilities Figure 14 – Centro Bus Service Routes Figure 15 – Fatal and Serious Injury Crashes Figure 16 – Intersection and Non-Intersection Crashes Figure 17 – Pedestrian and Bicycle Crashes Figure 18 – Approximate Road Width Figure 19 – Approximate Road Right-of-way Figure 20 – Pedestrian Movement ObservationsDRAFT (Thursday, July 25, 2019 – 10:00 a.m. to 12:00 p.m.) Figure 21 – Bike Movement Observations (Thursday, July 25, 2019 – 10:00 a.m. to 12:00 p.m.) Figure 22 – Pedestrian Movement Observations (Saturday, August 3, 2019, 9:00 a.m. to 11:00 a.m.) Figure 23 – Bike Movement Observations (Saturday, August 3, 2019, 9:00 a.m. to 11:00 a.m.) Figure 24 – Context Map Figure 25 – Area A - Existing Conditions – Hiawatha / Park Intersection Figure 26 – Area A – Sidewalk Concept Plan - Hiawatha / Park Intersection Figure 27 – Area A – Shared Use Path Concept Plan - Hiawatha / Park Intersection Figure 28 – Area B - Carbon Street Road Extension / Shared Use Path Concept Plan Figure 29 – Area C - Sidewalk/Bike Lane Concept Plan - Hiawatha / 1st North / Tex Simone Intersection Figure 30 – Area D – Shared Use Path Concept Plan - Park / NBT Bank / Harborside Intersection Figure 31 – Regional Mobility Improvement Ideas

List of Tables Table 1 – Crashes at Primary Study Area Intersections Table 2 – Pedestrian Amenities at Primary and Secondary Study Area Intersections Table 3 – Existing Speed Data Table 4 - Intersection Lane Consolidation Scenarios – Level-of-Service Impacts 3 | P a g e

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Appendices Appendix A – Project Scope Appendix B – Public Involvement Plan (PIP) Appendix C – Selections from the Park Street Greenway Contract Plan Appendix D – Synchro Summary Reports

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What is the Metropolitan Planning Area? 1 - Introduction The SMTC planning jurisdiction, called the Metropolitan Planning Area (MPA), covers 1.1 Overview Onondaga County and portions of Madison As part of the 2018-2019 Unified Planning and Oswego counties. Work Program (UPWP), the Syracuse Metropolitan Transportation Council How is this study funded? (SMTC) agreed to complete a mobility study This document was prepared using federal (Study) for the William F. Walsh Regional transportation funds (not grants) that are Transportation Center (RTC) and the designated specifically for planning Regional Farmers Market (Market) on activities. (Planning funds cannot be used behalf of the City of Syracuse (City). for construction or other capital improvements.) MPO transportation Who is the SMTC? planners provide technical and objective The SMTC is the local Metropolitan Planning expertise at no cost to the local community. Organization (MPO) responsible for administering comprehensive, continuous, What is a mobility study? and cooperative transportation planning for A mobility study is a planning-level (i.e., not the Greater Syracuse area. By federal law, a engineering-level) assessment of roadways, MPO is designated by the Governor for sidewalks, bikeways, and transit facilities to DRAFThelp identify vehicle, bus, pedestrian, and every urban area with at least 50,000 residents. bicycle amenity improvement options. Some options may require additional study, The SMTC acts as a clearinghouse where design, public review, and environmental transportation planning decisions are made assessment before a decision can be made. through a committee structure that uses models of consensus building and Who decides to implement options? cooperative decision making. Committees MPOs do not own or control infrastructure. are made up of “member agencies” from Roads within and around the RTC-Market the local, county, regional, state, and Area are owned by the City of Syracuse, the federal level that have a vested interest in New York State Department of the planning and function of the Transportation (NYSDOT), and the Regional transportation system. The planning Market Authority (RMA). Road owners process also provides community members decide to implement or not to implement an opportunity to participate in the improvement options. As mentioned, some discussion of specific transportation issues. options may require study and design by a licensed engineer.

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1.2 Problem Overview existing bicycle and pedestrian amenities at The Market is a year-round source of fresh, a location(s) where demand is the highest locally-grown food for the region. Destiny across Hiawatha Boulevard East as well as USA (Destiny) is located within walking at the Park Street/NBT Bank Parkway distance to the market and it serves as a intersection. major shopping destination for the northeast and as a large employer of local 1.3 Background residents. The RTC is the area’s hub for In 2014, Syracuse received a Transportation intercity and local travel via Centro (local Enhancement Program (TEP) financial bus); Greyhound, Megabus, Trailways award to fund the Park Street (intercity bus), and Amtrak (intercity Neighborhood Greenway (Greenway) passenger train). As regional destinations, project. However, due to budget most patrons drive to these locations. limitations, the City focused improvements Surrounding roadways have few, if any, along the portion of the Park Street corridor pedestrian or bicycle amenities to southeast of Washington Square Park, and accommodate those who walk or bike. not northwest to the City’s municipal line.

Google Maps estimates the walking time In the foreseeable future, the RTC/Market from the RTC to the Macy’s wing of Destiny Area could also experience new investment USA at nine minutes. Although theseDRAFT and development. For instance, in 2018, destinations are within walking distance of the SMTC completed the SMART 1 Study, each other and to adjacent neighborhoods which recommended a bus rapid transit within the City’s north side, they are (BRT) system to the RTC. The upcoming difficult to visit by foot or by bike. redevelopment decision for I-81 will also Insufficient bicycle and pedestrian create new issues and opportunities for the amenities pose real challenges, especially RTC/Market Area. for neighboring residents who may not Additionally, in 2012, the City developed a drive or have access to a car, but need easy Brownfield Opportunity Area plan (BOA) to access to food and employment. identify land use improvements within the Furthermore, people who arrive by car, bus, area to guide the (ongoing) ReZone or train may be less inclined to walk Syracuse effort. The City is currently also between destinations, which limits coordinating with the Syracuse-Onondaga economic returns that may otherwise be County Planning Agency (SOCPA) to prepare realized. a LWRP for the Lakefront and RTC/Market As the primary Study objective, the City Area. wants to identify where to add or improve 6 | P a g e

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More information about these and other 1.5 Study Area planning efforts are discussed in Chapter 2. As shown in Figure 1, the primary study area includes: 1.4 Purpose  Hiawatha Boulevard East (North Salina The City requested that the SMTC identify Street to 4th North Street) and prioritize location(s) where  Park Street (City line to Hiawatha improvements are most appropriate on Boulevard East) Hiawatha Boulevard East between North  Park Street/NBT Bank Parkway/ Salina Street and 4th North Street. Harborside Drive intersection. Additionally, the SMTC identified potential crossing improvements at the Park The secondary study area consists of: Street/NBT Bank Parkway/Harborside Drive  Park Street (Hiawatha Boulevard East to intersection. To the extent practicable, Wolf Street) potential improvements should meet the  Hiawatha Boulevard West (Onondaga unique needs of the community. Creekwalk to North Salina Street)  Hiawatha Boulevard East (4th North As a secondary focus, the City requested Street to 7th North Street) that the SMTC identity a general list of ‘big  7th North Street picture’ issues and opportunities to  NBT Bank Parkway enhance access and mobility within and DRAFT Harborside Drive around the RTC/Market Area in support of  Destiny USA Drive other current and future planning efforts  Tex Simone Drive identified in the second chapter (e.g.,  Farmer’s Market Place. ReZone Syracuse, I-81, SMART 1 [Syracuse Metropolitan Area Regional Transit Study], Loop-the-Lake, etc.) Additional destinations located within walking/bicycling distance of the RTC/Market Area include:

 NBT Bank Stadium (AAA Minor League)   Onondaga Creekwalk  Loop-the-Lake Trail  Route 370/Park Street Bikeway  Bear Trap Creek Trail.

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1.6 Mobility Study Scope community throughout the study’s planning To guide the study’s planning process, the process. SMTC developed a scope in consultation 1.9 Project Purpose Summary with representatives from the City and The City sought input about what options SOCPA. The scope was approved in exist to improve pedestrian and bicycle February 2019 and SMTC officially kicked mobility between north side neighborhoods off the study in March. A copy of the scope and the RTC/Market Area. is provided in Appendix A. At the request of the City, the SMTC has 1.7 Study Advisory Committee undertaken this study to identify mobility To oversee this study’s development, the options that add or improve pedestrian and SMTC established a Study Advisory bicycle amenities at priority crossing Committee (SAC) comprised of locations along Hiawatha Boulevard East representatives from the following and at the Park Street/NBT Bank agencies: Parkway/Harborside Drive intersection.  City of Syracuse (City)  Regional The SMTC also identified “big-picture” Transportation Authority (Centro) issues and opportunities for the secondary  New York State Department of study area to guide current and future City, Transportation (NYSDOT) DRAFTCounty, and State planning efforts that  Syracuse-Onondaga County Planning involve the RTC/Market Area. Agency (SOCPA).

The SAC provides technical and procedural guidance throughout the planning process, but does not vote to approve or disapprove study-related products. The SAC reviewed the scope in April 2019.

1.8 Public Involvement Plan The SMTC developed a Public Involvement Plan (Appendix B) in consultation with the SAC in April 2019 to guide the public outreach process. Chapter 7 - Community

Input outlines the community outreach guidelines established in the PIP and summarizes comments received from the

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Over the course of two years, planners 2 - Local Planning conducted community outreach. Community participants emphasized the Studies and need to improve safety, which includes personal safety, especially when walking or Initiatives bicycling, especially at night.

The SMTC reviewed the following Residents expressed concerns about the documents to determine what ideas have lack of sidewalks and pedestrian been developed and implemented to connections to the baseball stadium and improve walkways and bikeways within and Market. Additionally, residents believed around the RTC-Market Area: that new bicycle and pedestrian facilities  Hiawatha-Lodi Brownfield Opportunity could encourage investment in the area. Area (BOA) Plan (2012)  Draft ReZone Syracuse Initiative Moreover, the report identified inaccessible (Ongoing 2019) bus stops and transit facilities due to the  Park Street Greenway Contract Plans lack of sidewalks, the prevalence of (2017) sidewalks in poor condition, and the lack of  Syracuse Bike Plan (2012) snow removal during the winter.  Bicycle Commuter Corridor StudyDRAFT (2013) The report encouraged the development of  Dunkin Donuts Project (2018) pedestrian and bike facilities and supported  Inner Harbor Local Waterfront implementing the Syracuse Bike Plan 2040, Revitalization Plan (LWRP) (2002) which recommended the following  Lakefront LWRP (2019 ongoing) improvements near the RTC/Market Area:  SMART 1 – BRT Study (2018)  Park Street Neighborhood Greenway  I-81 Opportunities. (implemented) and the Lemoyne Avenue Neighborhood Greenway These plans and studies illustrate the need,  add bike lanes and “sharrows” along desire, and community-vetted ideas to improve bicycle and pedestrian mobility Lodi Street and Grant Boulevard. within and around the RTC-Market Area. The BOA also recommends the following 2.1 Hiawatha-Lodi BOA Plan improvements: In 2012, the City of Syracuse commissioned a report on the Hiawatha-Lodi Brownfield Opportunity Area (BOA).

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Park-Lodi The Park-Lodi area is bounded by Park Street, Washington Square, Lodi Street, and Hiawatha Boulevard East. The plan envisions the adaptive reuse of historic industrial buildings similar to Armory

Square. New sidewalks, street trees, and Image 2: Hiawatha-Lodi BOA – Tex Simone Drive / 1st North Street bike lanes would encourage pedestrian looking south west across Hiawatha Boulevard East activity. As shown in Image 1, the BOA 2.2 Rezone Syracuse provides an example of how pedestrian The City of Syracuse is currently updating its amenity improvements could be made at zoning code. The proposed ordinance the Park Street and Hiawatha Boulevard simplifies existing regulations and East intersection to connect the Market. introduces new mixed-use zones that emphasize “pedestrian-friendly, transit- supportive” development. As shown in Image 3, several districts are proposed in the study area, which include the following:

Light Industrial (LI) DRAFTThe LI zoning district would allow for Image 1: Hiawatha-Lodi BOA – Park Street looking north west industrial, commercial, retail and across Hiawatha Boulevard entertainment uses, and some multi-family Industrial Node residential development in mix-use The Industrial Node includes the market, structures. NBT Bank Stadium, and the industrial Urban Core (MX-4) parcels northeast of the stadium. The plan The proposed MX-4 encourages large-scale envisions industrial uses, while maintaining commercial and retail uses as well as dense pedestrian facilities. As shown in Image 2, residential use up to three-to-eight-stories. Hiawatha Boulevard East and Tex Simone Drive could be enhanced as a walkable Residential/Office (MX-3) neighborhood gateway to the stadium. The residential/office district would allow for adaptive reuse of these structures in the

form of two-to-six-story residential and office development, and seeks to maintain walkable infrastructure.

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2.3 Park Street Greenway The City of Syracuse provided copies of the Park Street Greenway construction plans, which show the locations of where improvements were made along the corridor from Wolf Street to Oak Street. Bicycle and pedestrian facility improvements consisted of the following:  Sharrows (Share the Road Pavement Markings) for bicyclists  New curb cuts with detectable warnings at each intersection (sidewalk improvements were not made)  High-visibility ladder crosswalks at each crossing (Stop Bars were painted at each Image 3: Draft Proposed Zoning Map – ReZone Syracuse Initiative Stop sign-controlled intersection).

Neighborhood Center (MX-2) 2.4 Bike Commuter Corridor Study The Neighborhood Center district would The multi-jurisdictional Bike Commuter allow residential and two-to –fourDRAFT-story Corridor Study seeks to connect suburban commercial development focused on towns and villages to . businesses that are used at the local, The study informs NYSDOT, the Onondaga neighborhood level. County Department of Transportation, and municipal road owners about how to Urban Neighborhood (MX-1) develop a seamless multijurisdictional bike The urban neighborhood district allows low- commuter corridor network by improving to medium-density residential development 77 roads as part of future roadway and neighborhood service businesses. resurfacing, restoration, and reconstruction Commercial (CM) activities. The study recommends bike The commercial district would allow for lanes along Park Street. As shown in Image businesses that attract customers from the 4, the study also suggests extending the neighborhood and beyond. Park Street Bikeway along the Onondaga Lake Parkway, Old Liverpool Road, and Two-Family Residential (R2) Buckley Road. The two-family residential district would allow for one-and two-family homes.

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Harborside Drive Standard bike lanes were suggested for this roadway and should connect to the Onondaga Creekwalk Trail.

Lodi Street (Isabella Street to Wolf Street) Standard bike lanes were proposed.

Hiawatha Boulevard West (Erie Boulevard West to Destiny) Standard bike lanes were proposed. A multi-use trail was proposed along the northbound side of this road as an “mid- term” improvement. (No recommendations Image 4: Abandoned Park Street Bikeway (in yellow) connecting to envisioned bike lanes along the Onondaga Lake Parkway, Old are made for Hiawatha Boulevard East.) Liverpool Road, Buckley Road. 2.6 Dunkin Donuts 2.5 Syracuse Bike Plan During the development of this Mobility The Syracuse Bike Plan’s recommendations Study, a developer was constructing a new include improving accessibility to two building at the northwest corner of Park “regional attractions”: the market and the Street/I-81 off ramp/Farmers Market Place. stadium. Three corridors were identifiedDRAFT as The City of Syracuse required that the good candidates for bicycle infrastructure developer provide pedestrian amenities improvements in this area: across Park Street (along the southbound Park Street (James Street to Wolf Street) approach) to the market. A neighborhood greenway was proposed As part of the Park Street Greenway, the because of the connection to Washington City recently made pedestrian Square Park, low traffic volumes, and improvements to the northbound approach parallel adjacency to a main arterial, Lodi that include a high-visibility ladder Street. (The City built the Greenway.) crosswalk, pedestrian signals with push Park Street (Wolf Street to City Limit) buttons/countdown timers, and new curb Standard bike lanes were proposed due to cuts. Additionally, the city installed a bike higher speed and volume of cars. rack along the sidewalk on the southeast corner of the intersection. In 2020, the Grant Boulevard (Hiawatha Boulevard East to Oak Street) NYSDOT will make additional improvements Sharrows were suggested due to the to this intersection as part of the state’s narrow width of the street. Pedestrian Safety Action Plan (PSAP) initiative. 13 | P a g e

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Given the recent and anticipated function as a loop road around the mall and improvements, the SMTC will not develop its role in moving people, bicycles, and recommendations for this intersection. vehicles across Park Street to the RTC/Market Area remains just what it was 2.7 Syracuse Lakefront Area LWRP when the mall opened in 1990. In 2000, the City of Syracuse developed a Local Waterfront Revitalization Program The LWRP also suggests improving shared- (LWRP) for the Onondaga Lake shoreline, use pathway connections from the Market the Inner Harbor, Onondaga Creek, and and stadium area to the future expansion of adjacent areas, such as Franklin Square. the Loop-the Lake trial. A suggestion was The RTC, the Farmer’s Market, and NBT also made to develop a public pier adjacent Bank Stadium are all part of this study’s to the future trail to provide boater access “secondary study area”. to the RTC and the ballpark.

Because this LWRP was developed in light 2.8 Lakefront LWRP of the proposed expansion of Carousel Mall In 2019 the City and the SOCPA are to the south side of Hiawatha Boulevard updating the Lakefront LWRP, which West (a portion of which would be closed to includes the RTC/Market Area. During the traffic), it is based on the assumption that Mobility Study’s scoping process, SOCPA the mall’s internal circulation road, asked the SMTC to include a secondary Harborside Drive, would be extendedDRAFT study area and identify “high-level” mobility farther south, would likely be re- issues and opportunities for reference constructed, and would play a larger role in purposes. the area. The LWRP’s most relevant 2.9 SMART 1 Study recommendation to the RTC/Market Area The SMART 1 Study builds upon the analysis references this road: and findings of the 2014 Syracuse Transit “It is intended that Solar Street and the System Analysis (STSA) completed by proposed Harborside Drive will provide NYSDOT as part of The I-81 Challenge. As integral vehicular and pedestrian linkages shown in Image 5, the study considered two between the Stadium Market Center, corridors; one linking the RTC to University Carousel Center, the Inner Harbor, Franklin Hill (UH). The study evaluated three service Square, downtown, and the north side options (Base Build, Bus Rapid Transit, and neighborhood.” Light Rail Transit) on each corridor. The study identifies the purple RTC/UH route Because the expansion of the mall across a (closed) Hiawatha Boulevard West never took place, Harborside Drive continues to 14 | P a g e

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with Bus Rapid Transit service as the locally Priority Zone and the market – one would preferred alternative. expect a relatively high level of pedestrian travel between these areas. Image 6 shows a heat model that indicates pedestrian demand is the highest along Carbon Street, Spring Street, and 1st North Street.

Image 6 – Pedestrian Model Heat Map model results indicate that the blocks between Carbon Street and 1st North Street are more Image 5 – The Smart 1 Study selected bus rapid transit service likely to generate pedestrian traffic. (Green barn icon = RMA.) along the purple route as the locally preferred alternative. DRAFT2.11 NYSDOT - I-81 Viaduct Project 2.10 SMTC Pedestrian Model Preliminary DEIS In 2013, the SMTC developed a Pedestrian According to the Preliminary Draft Demand Model (model) to assist with Environmental Impact Statement (PDEIS), pedestrian planning studies. To determine the NYSDOT envisions a shared-use path on possible pedestrian demand levels, the the city’s north side. Image 7 shows the model assigns a score to an area using a location of the envisioned improvements. combination of factors, such as proximity to As described, NYSDOT would add the path schools, parks, and grocery stores, as well south of Lodi Street: as population density, employment density and demographic characteristics, to identify places that are “walkable” – generally within a half-mile.

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Image 7 - NYSDOT’s Proposed Lodi Street Off-Road Bicycle Facility. Source: NYSDOT, I-81 Viaduct Project, Preliminary Draft Environmental Impact Statement, April 2019 “…a shared use path that would lead to an  Shared-Use path along I-81 south of overlook with a view of the surrounding Lodi Street from Bear Street to region. New sidewalks would be added Hiawatha Boulevard West (PDEIS I-81) around the site, providing new pedestrian  Carbon Street and 1st North Street connections to Hiawatha Boulevard. The pedestrian priority zone shows highest path and overlook would have interpretive demand (Pedestrian Demand Model) signage and would be accessible from Lodi  Bike lanes suggested for Park Street Street, Bear Street, and Hiawatha from Wolf Street to city line; and for Boulevard. In addition, sidewalksDRAFT would be Harborside Drive from Park Street to added on both sides of Bear Street between Onondaga Creek (Syracuse Bike Plan) Solar and Lodi Streets.”1  The 2000 LWRP envisions: bike lanes/shared-use path along Harborside 2.12 Summary of Plans & Initiatives Drive to connect the lake, RTC, market Several plans, studies, projects, and  a public pier at lake and connect to the initiatives exist or are underway that market via a shared-use path support developing bicycle and pedestrian  BOA study suggests improving bicycle facilities within and around the RTC/Market and pedestrian infrastructure and Area. Envisioned improvements include: gateways around RTC/Market Area  Park Street/Farmers Market Place  Bike lanes along Park Street; connect intersection is being improved by a Park Street Bikeway to Onondaga Lake private developer, the City, and NYSDOT Parkway, Old Liverpool Road, Buckley  Bus Rapid Transit (BRT) between the Road (Bike Commuter Corridor Study). RTC and University Hill (SMART 1 Study)

1 Preliminary Draft Environmental Impact Statement, Chapter 3; NYSDOT, April 2019.

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neighborhoods consist primarily of 3 - Land Use, detached structures with one or more dwelling units. Apartment buildings exist Demographics, sporadically within the neighborhoods. Washington Square Park and the First Ward and LEP Cemetery provide open space, and Wolf The SMTC assessed the community’s land Street serves as a commercial corridor. use and demographic patterns to provide Land Use along Primary Study Area Roads insight into what amenities would best Land along Hiawatha Boulevard East and meet the community’s needs to improve Park Street includes a mixture of active and bicycle and pedestrian mobility. abandoned industrial and commercial uses.

3.1 Land Use Hiawatha Blvd./Park Street Intersection As shown in Figure 2, a large portion of the Many vacant and/or underutilized industrial primary and secondary study area consists buildings exist in the southeast corner of land owned by the RMA, the RTC, Destiny between Park and North Salina Street. The USA, NBT Bank Stadium (Onondaga County low-to mid-rise brick buildings were used Parks), CSX, and the NYSDOT (I-81 right-of- for manufacturing. Several abandoned way - portions of: the CSX railroad corridor, railroad spurs exist in this area. Bodow Park Street, the Park Street bikeway,DRAFT and Recycling, which fronts Hiawatha Boulevard Harborside Drive exist within the I-81 right- East, appears to be in operation. In recent of-way beneath the elevated highway). years, developers have expressed interest A Byrne Dairy “cold storage” facility also in repurposing the buildings for residential exists near the RMA, the RTC, and NBT Bank and commercial use, but no significant Stadium. Staff from the SMTC observed reinvestment has occurred. Byrne Dairy delivery trucks along Tex Papa Sports (a clothing print shop) exists at Simone Drive and Hiawatha Boulevard East the northeast corner, a small retail property during fieldwork observations. Other exists at the northwest corner, and a former industrial and heavy commercial uses exist Babies-R-Us building (abandoned) exists at along Hiawatha Boulevard East northeast of the southwest corner. NBT Bank Stadium. Railroad spurs continue to service some of these properties. Hiawatha Blvd./Carbon Street Intersection Commercial uses, vacant land, and a gravel Residential neighborhoods exist southeast driveway into the regional market exist at of Hiawatha Boulevard East from Park the Hiawatha Boulevard East/Carbon Street Street north to 4th North Street. These intersection. 17 | P a g e

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Figure 2 – Northside & Lakefront Land Use

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Hiawatha Blvd./Tex Simone Drive/1st North Park Street/Harborside Drive/NBT Bank Street Intersection Parkway Intersection Residential homes along 1st North Street This intersection exists under the I-81 abut land owned by an auto dealership overpass, so it is also within the I-81 right- along Hiawatha Boulevard East. A of-way. Structures do not exist. remodeling company exists at the 3.2 Demographics southwest corner, and a moving company This section summarizes pertinent exists at the northwest corner. demographic data for the northern section 18 | P a g e

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of the City that is within walking or bicycling Figure 3: Population Density, by Census distance to the RTC/Regional Market. tract block group

Staff reviewed the U.S. Census Bureau’s 2013-2017 American Community Survey (ACS) 5-year Estimate and the 2010 Decennial Census data for the following Census tracts: 1, 2, 3, 4, 5.01, 6, 7, 8, 14, and 15, which represent a reasonable “catchment area” of where walkers/ bicyclists originate. Note: ACS datasets may have higher-than-expected margins of error at the tract level, especially in low-population tracts. Poverty The primary and secondary study areas (highlighted as orange and yellow, respectively) exist almost entirely within a single Census tract with a low population. This tract includes the Inner Harbor, vacant As shown in Figure 4, several Census tracts industrial land / buildings, DestinyDRAFT USA, the have a high percentage of individuals living RTC, the Regional Market, NBT bank below the poverty line, with 30% to 61% of Stadium, and active industrial uses. The individuals living in poverty. For other tracts represent the neighborhoods comparison, the MPA poverty rate is 18%. with the highest concentration of residents. Figure 4: Poverty, by Census tract Population Density Figure 3 shows the population density, in persons per square mile, for Census blocks in the study area. As mentioned, the area’s population is highest southeast of Hiawatha Boulevard East and northeast of I-81.

Population density increases east and southeast of Court Street.

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Population by Age Figure 6: Unemployment Rate, by Census As shown in Figure 5, the Census tracts have tract a median age of 33. The oldest population (median age: 41) exists in the northeast corner of the “catchment area” while the youngest population (median age 24) exists in the southeast. The remaining census tracts, except one at 26.7, are within 1 to 4 years of the average median age.

Figure 5: Median Age, by Census tract

Median Household Income As shown in Figure 7, only one Census tract has a median household income of approximately $62,000, which is higher than the MPA average of approximately DRAFT$53,000. The neighborhood southeast of Hiawatha Boulevard East has a median Household Income approx. $37,000. East of Court Street, the median Household Income drops to about $27,000 east of Court Street. Unemployment Rate The remaining tracts range from about Figure 6 shows the unemployment rate for $24,000 to $52,000. the analyzed Census tracts. The highest percentage of unemployed residents live in three Census tracts near North Salina Street. Unemployment within these tracts range from 15.7% to 21.8%. The unemployment rate in several tracts hover around 9%-10%. In comparison the MPA- average unemployment rate is (9.1%).

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Figure 7: Median Household Income, by Bike/Walk/Transit to Work Census tract Figure 9 shows the percentage of people that bike, walk or take transit to work ranges from 5% to 27%. Approximately 10% of the households in the neighborhood southeast of Hiawatha Boulevard East walk, bike, or take transit to work. The MPA average, by comparison, is less than 5%.

Figure 9: Bike/Walk/Transit to Work, by Census Tract

Households with No Vehicles As shown in Figure 8, six tracts include neighborhoods where more than 30% of the households do not have vehicles. The greatest concentrations of households with no vehicles exist south of North Salina Street (50%), andDRAFT east of Court Street (54%). The MPA average, by comparison, is 14%.

Figure 8: Percent Households with No Vehicle, by Census tract 3.3 Limited English Proficiency, Languages spoken at home, and Environmental Justice This section summarizes pertinent demographic data pertaining to the SMTC’s Limited English Proficiency Plan (as part of SMTC’s 2015 Title VI & LEP Plan), and the SMTC’s 2018 Environmental Justice Report.

Additionally, based on conversations with community stakeholders (see Chapter 7), refugees from all over the world call the north side their home. However, residents

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from the Washington Square Neighborhood Figure 10 – Limited English Proficiency Association (WSNA) indicated that there are few concentrations of refugees in the neighborhoods adjacent to Hiawatha Boulevard in the RTC-Market Area, but that concentrations of refugees exist to the east towards Butternut Street.

Limited English Proficiency The SMTC documents areas in our MPA with a high concentration of populations with Limited English Proficiency (LEP).

Individuals who do not speak English as Languages Spoken their primary language and who have a In addition to determining general LEP limited ability to read, write, speak, or concentration, the SMTC has also understand English can be limited English documented languages spoken in proficient, or “LEP”. In the MPA, 3.46% of concentrated LEP tracts. A tract is known as the population speaks English “less than a “Safe Harbor” if LEP speakers of a certain very well” – a definition used in American language* consist of at least 5% of the Community Survey (ACS) data. InDRAFT overall tract population, using ACS data. As Onondaga County, that number is 3.70%. shown in Figure 11, three tracts have a As such, Census tracts in Onondaga County concentrated LEP population and individual with an LEP population greater than 3.70%, languages spoken by more than 5% of the could be considered “concentrated.” population. Languages spoken in these tracts include Vietnamese and “other” Indo- As shown in Figure 10, every Census tract European Languages. (*Haitian, Italian, except one, meets this definition of Sicilian, Portuguese, Greek, Armenian, concentration. Persian, Gujarati, Hindi, Urdu, Punjabi, Bengali, Nepali, Marathi, other Indic languages, Albanian, Lithuanian, Pashto

(Pushto), Romanian, Swedish, Telugu, Tamil, Malayalam, Kannada, other Dravidian languages.)

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Figure 11 – Languages Spoken 3. 3 Demographic & Land Use Summary Many properties exist within walking and bicycling distance to the RTC-Market Area; primarily southeast of Hiawatha Boulevard East and northeast of I-81. Abandoned/ underutilized industrial properties exist near the Park/Hiawatha intersection and transition to residential neighborhoods south of Hiawatha Boulevard East.

Up to 54% of households within these neighborhoods do not have access to a vehicle. When compared to the MPA, most Census tracts have above average rates of Environmental Justice residents who walk or bike to work. As shown in Figure 12, Low, Medium, and In general, north side neighborhoods also High Priority Target Areas exist per SMTC’s tend to have higher than average poverty 2018 Environmental Justice Report. This levels and unemployment rates. report identified target areas by DRAFTcombining Additionally, a concentration of residents information about median household within the north side have limited English- income and minority concentrations. speaking and reading skills. Figure 12 – Environmental Justice

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4 - Existing Railroad, Transit, Bicycle/Pathway Facilities This chapter provides an overview of existing railroad, transit, and pathway facilities in the primary and secondary Image 8 – Amtrak Passenger Platform, RTC, Syracuse, NY study areas. Figure 13 shows the location of existing facilities; it is referenced Image 9 shows the abandoned OnTrack throughout the following sections. platform along Harborside Drive at Destiny.

4.1 Railroad Facilities CSX owns the railroad corridor, which consists of two tracks behind the RTC; two mainline tracks that DRAFT provide freight (CSX) and passenger (Amtrak) service. A third track is a siding to the Image 9 – Abandoned OnTrack passenger platform along Amtrak passenger platform. Harborside Drive (right of the photo) opposite of Destiny USA Image 10, shows the abandoned platform Prior to the expansion of Destiny USA, near market and stadium that did not community planners considered widening receive service due to the CSX bridge. the CSX bridge over Park Street to incorporate a third track. The third track would extend local (OnTrack) passenger service into the RTC/Market Area. However, this concept was abandoned, and OnTrack service subsequently discontinued in 2007. As shown in Image 8, Amtrak operates a platform at the RTC. Image 10 – Abandoned OnTrack Passenger Platform near NBT Bank Stadium behind the Regional Market

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4.2 Transit Facilities complex, and other destinations in the Transit service is available to the RTC and to Town of Salina. Destiny USA via I-81. Figure 14 shows the  Sy 46 / Osw 46 – Liverpool / Route 57 locations of the service routes in the greater study area. Bus routes also exist along Wolf Buses run from the Centro Transit Hub Street and along 1st North Street to and to the RTC, through the Village of Liverpool, the Town of Clay along Route along Tex Simone Drive and NBT Bank 57, to the Wegmans on Route 31. Parkway. In general, bus routes do not exist along Park Street and Hiawatha Boulevard  Sy 50 – Destiny USA / RTC East. Route 50 runs between the Centro Figure 14, Centro Bus Service Routes Transit Hub and Destiny USA, with stops in Franklin Square and the Inner Harbor. Additionally, there are four bus routes that run to Destiny USA, but not to the RTC:

 Sy 48 – Liverpool / Morgan Rd Buses on this route run from the SU Hill to the Transit Hub and from there to the DRAFTCivic Center, Destiny USA, the Village of Liverpool, and the Wegmans on Route 57.

 Sy 82 – Baldwinsville Route 82 runs from the Transit Hub to Destiny USA and from there along the west side of Onondaga Lake, to Seneca Knolls Shopping Plaza, and the Village of

Source: www.centro.org Baldwinsville.

Figure 13 shows the locations of transit  Sy 88 – N. Syracuse / Cicero stops. Three Centro bus lines provide pick- Like Route 48, buses on this route run ups and drop-offs at the RTC. They are: from the SU Hill to the Transit Hub and from there to the Civic Center and  Sy 16 – North Salina St. / Buckley Road Destiny USA; after the mall, buses on Buses run from the Centro Transit Hub this route use I-81 to reach North to Lockheed Martin, the OCM BOCES

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Syracuse and the Route 11 commercial Destiny USA to RTC area. Because of the way buses are routed, fewer buses run from Destiny USA to the RTC: on  SU 45 – SU / Destiny USA (Friday and Saturday evenings) weekdays, only 17 buses make the trip in this direction and the average headway is This route operates on Friday and 54 minutes. The best time to look for a bus Saturday evenings when SU classes are making this trip is in the evening peak in session. Buses on this route only period when headways get as low as 16 make five stops: four on the SU Hill and minutes. More buses make this trip on one at Destiny USA. Buses run between Saturdays: 25 bus trips run from Destiny to 6:00 p.m. and 12:30 a.m. the RTC, with an average headway of 39 RTC to Destiny minutes. Nine buses make this trip In most cases, both inbound (toward the between 2:54 p.m. and 4:54 p.m., with Transit Hub) and outbound buses headways in this period averaging 20 (originating at the Transit Hub) stop at the minutes, but getting as low as three RTC and then at Destiny USA; on weekdays, minutes. 76 bus trips run between the RTC and Destiny throughout the day. On weekdays, Boardings and Alightings the average wait time for a bus from the Centro tracks the number of passengers RTC to Destiny USA is 13 minutes.DRAFT During who board (get on) and alight (get off) the morning commute period (7:00 a.m. to buses at its stops on weekdays. Centro’s 9:00 a.m.) this wait time is higher, averaging data for the period from October 1, 2018 to 25 minutes. But during the midday period November 4, 2018 indicates a weekday (11:00 a.m. to 1:00 p.m.) and evening average of 56 boardings and 38 alightings commute hours (4:00 p.m. to 6:00 p.m.), daily at the RTC (Stop #47). average wait times are 10 minutes and 7 Destiny USA (Stop # 7755) is one of the minutes, respectively. most popular destinations for transit riders There are fewer bus trips on Saturdays: in the Syracuse area. There is an average of throughout the day, 43 bus trips make this 355 boardings and 390 alightings daily at run, with an average headway throughout Destiny USA. the day of 22 minutes. During the morning 4.3 Bicycle and Pedestrian Facilities commute period, the wait time is much There are several off-road bicycle and higher: 80 minutes. But in the midday and pedestrian facilities that exist within the evening peak periods, wait times fall to 19 greater study area. These facilities include: and 10 minutes, respectively.  Park Street Greenway  Park Street (Ley Creek) Bikeway 27 | P a g e

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 Onondaga Creekwalk Route 370/Park Street (Ley Creek) Bikeway  Harborside Drive pathway Very little information exists for this  Beartrap Creek Trail. bikeway, which appears unkempt and abandoned. As shown on Figure 13, the Additionally, Onondaga County continues to bikeway connects the Onondaga Lake extend the existing Loop-the-Lake trail Parkway (Route 370) to Park Street. As towards the Onondaga Creekwalk and shown in Image 12, the path crosses Park beyond. A brief summary of each facility is Street and the navigates under several provided in the following sections. elevated I-81 highway bridges. Park Street Greenway As mentioned, the City of Syracuse recently completed the Park Street Greenway project. The Park Street Greenway extends from Wolf Street to Oak Street, although a crossing improvement was made at the Farmer’s Market intersection. As shown in Appendix X, the project installed the following types of improvements, which can Image 12, Abandoned Park Street Bikeway be viewed in Image 11: DRAFTThe bikeway includes a bridge over Ley  New curb cuts with detectable Creek, which is located behind the Park warnings at every intersection Street Car Wash under an I-81 overpass. The bikeway does not connect to any other  High-visibility Ladder Crosswalks bicycle facilities and terminates in a grass  Shared Lane Markings (a.k.a., lawn along the Onondaga Lake Parkway, “sharrows”). and at Park Street on the north side of the CSX railroad bridge.

Onondaga Creekwalk The Onondaga Creekwalk is a 2.5 mile shared-use pathway that generally follows Onondaga Creek from in Downtown Syracuse northward to Onondaga Lake. The creekwalk passes Image 11 – Park Street Greenway Improvements (Sharrows, through a variety of landscape Ladder Crosswalks, Curb Ramps) – Park Street at Turtle Street. environments from wooded (see Image 13) to urban within the City of Syracuse. 28 | P a g e

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As shown in Image 14, the pathway travels under the elevated highways and connects into an outer Macy’s parking lot. Pedestrian facilities do not exist from the parking lot to the mall entrance.

Image 13 – Onondaga Creekwalk near the Syracuse Inner Harbor. The creekwalk is currently under construction to extend it south from Armory Square to Kirk Park. Moreover, Onondaga County has finalized plans to connect the Loop-the-Lake trail to the Creekwalk at Hiawatha Boulevard West. Image 14 – Harborside Drive Pathway from Macy’s parking lot looking northeast. As shown in Figure 13, the Onondaga As shown in Image 15, the pathway Creekwalk crosses Hiawatha BoulevardDRAFT connects to Park Street at grade, but curb West south of Destiny USA, or about 0.5 ramps, detectable warnings, crosswalks, miles (a 10-minute walk) from the Park and pedestrian signals do not exist. Street/Hiawatha Boulevard East intersection. The expanding network of shared-use trails that connect to the Creekwalk link to major employment centers (e.g., Destiny, Downtown), and offers non-motorized commute options.

Harborside Drive Pathway

A narrow 5-foot wide paved pathway exists Image 15 – The Harborside Drive Pathway as it connects to Park along the southern side of Harborside Drive Street under the I-81 overpass. between Park Street to Destiny USA Drive. Harborside Drive is owned by the City of Although the pathway is in relatively poor Syracuse. However, based on an initial condition, staff observed it being used by records search, it is not clear if the path several pedestrians while conducted exists within the Harborside Drive right-of- fieldwork in the area.

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way owned by the City, or within the I-81 in the concept of extending the Beartrap right-of-way owned by the NYSDOT. Creek Trail along the I-81 right-of-way to the abandoned Park Street Bikeway near Beartrap Creek Trail the RTC/Market Area. This would require The Beartrap Creek Trail is a 1.7-mile shared crossing 7th North Street and Ley Creek use pathway that exists within the I-81 (using the existing Park Street bikeway right-of-way. Two main trailheads with bridge beneath I-81), and going under the parking exist; the northern trailhead is CSX railroad bridge at Park Street. located behind the K-Mart Plaza in Extending the Beartrap Creek Trail to the Mattydale, and the southern trail is located RTC/Market Area could, by extension, at Ley Creek Drive/7th North Street improve non-motorized access and mobility intersection. As shown in Image 16, a trail to Destiny USA, the Onondaga Creekwalk, entrance also exists at the corner of Gould the Loop-the-Lake Trail extension, Place and Richfield Boulevard in Mattydale. Onondaga Lake, and downtown Syracuse.

NYS Bike Route 11 According to the NYSDOT’s bicycle website:

“State Bicycle Route 11 is a signed on-road bicycle route that extends 320 miles from DRAFTthe Pennsylvania state line near Binghamton to Rouses Point on the New York – Quebec border. This route connects with Pennsylvania State Bicycle Route L and Image 16 – Beartrap Creek Trail entrance at the corner of Gould the Velo Quebec cycling routes in Quebec Place and Richfield Boulevard (Town of Salina). and eastern Canada. It also intersects with The pathway is protected (i.e., it does not State Bicycle Routes 5, 9 and 17, and NYS cross roads) and provides grade-separation Canalway Trail.” over the NYS Thruway via a dedicated NYS Bike Route 11 parallels Hiawatha bridge. Based on conversations with Boulevard East along Wolf Street (US 11) committee members and SMTC staff, from North Salina Street to the City’s observations of the trail suggest that it may municipal boundary (to the northeast). Bike be underutilized by bicyclists and Route 11 travels south from Wolf Street pedestrians. onto North Salina Street and travels along During the scoping process for this study, US 11. the committee members expressed interest

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As shown in Image 17, there are no facilities Onondaga Lake and beyond; one links to such as bike lanes or sharrows along Wolf the Onondaga Lake Parkway, but is Street or North Salina Street, and exists as a abandoned and not maintained; one links signed route only within this area. to Destiny, but is falling into disrepair; and one links to Mattydale, but is underutilized.

Newer bikeways, such as the Park Street Neighborhood Greenway and NYS Bike Route 11 have recently been incorporated by the city and state into the greater study area.

Image 17 – NYS Bike Route 11 at North Salina Street/Wolf Road Intersection 4.3 Summary of Railroad, Transit, and Bicycle/Pathway Facilities The RTC serves as an active hub for Amtrak passenger rail service, intercity bus service, and local bus service, but there areDRAFT inadequate bicycle and pedestrian facilities to accommodate non-vehicular mobility options to the market area, Destiny, and the adjacent neighborhoods. The RTC-Market Area has many multi- modal resources that often act independently of each other, or in some cases, may be underutilized, abandoned, and/or forgotten. Three passenger train platforms exist within the greater study area, two of which are abandoned. There are four shared-use pathways that act independent of each other; one links directly to downtown, the inner harbor,

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evaluates the distress of the pavement. A 5 - Road Facilities summary of these scores are: and Crash  Poor (1-5): Distress is frequent and may be severe Assessment  Fair (6): Distress is clearly visible  Good (7-8): Distress symptoms are This chapter provides an overview of beginning to show existing road, sidewalk, and on-road bicycle  Excellent (9-10): No pavement distress. facilities. A summary crash assessment is also provided. This chapter outlines the Traffic Volumes and Functional data collection process, methodology, Classification Overview findings, and highlights conditions Traffic volume information is available on pertaining to primary study area roadways. the NYSDOT Traffic Data Viewer website, which displays Annual Average Daily Traffic 5.1 Data Collection (AADT) for Federal Aid Eligible roads. The The SMTC collected physical condition Federal Highway Administration (FHWA) information about the primary and indicates typical AADT ranges based on secondary study area roadways, which functional classification: includes: lane, shoulder, and sidewalk widths; roadway ownership and DRAFTfunctional  Principal Arterial (Other): 7,000 – 27,000 classification; curb and curb-cut locations,  Minor Arterial: 3,000 – 14,000 sidewalk locations; traffic lights and  Major Collector: 1,100 – 6,300 pedestrian signals; and other noteworthy  Local: 80 – 700. observations such as indications of where people walk (e.g., as evidenced by worn dirt Generally, traffic volumes on primary study paths in grass areas and direct observations area roadways fall within their functional of people walking). Pavement ratings and classification. traffic volumes are also provided for federal Crash Assessment Methodology Overview aid eligible roads. The New York State Department of Pavement Rating Score Overview Transportation maintains a database, the The SMTC assembled pavement rating Accident Location Information System scores for portions of the federal aid eligible (ALIS), which catalogues information about road network in the MPA as part of its crashes happening throughout the state. Bridge and Pavement Condition The SMTC used this information to provide Management System annual report. The a summary of the study area’s crash history. report uses a rating scale of 1-10 that 32 | P a g e

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For summary purposes, the SMTC sorted injury crash may be denoted as a “serious crashes as “intersection” or “non- injury” crash if it involves: severe intersection” crashes. lacerations, broken or distorted limbs, skull fractures, crushed chest, internal injuries, Two signalized intersections within the unconscious when taken from the crash primary study area have multiple lanes/ scene, and unable to leave crash scene turn bays and are wider than the other without assistance. intersections. They include: Hiawatha Blvd. E./Park St.; Park Street/NBT Bank Parkway/ Contributing Factors and Collision Types Harborside Drive. The SMTC identified Crashes are also assigned at least one crashes in the two large intersections as apparent human, vehicular, and/or those that occurred within the area environmental contributing factor. Collision confined by the painted stop bars. For the types, such as rear-end collisions, are also smaller intersections, the SMTC identified documented. An overview of the top three crashes that occurred within 10 meters of contributing factors and collision types are the center of the intersection. Non- provided for the study area. intersection crashes represent crashes that 5.2 Crash Assessment Findings occurred along road segments exclusive of “Study area” crashes include those on intersection crashes. primary and secondary study area roads The SMTC also identified crashesDRAFT that and within the parking lots the RTC and occurred within the RMA and RTC parking RMA. (They do not include crashes on I-81). lots as well as well as any bicycle and Primary study area road crash trends are pedestrian crashes that occurred in the compared with trends in the greater study greater study area. area.

For classification purposes, the Department Crash Overview of Motor Vehicles (NYSDMV) classifies A total of 644 crashes occurred during the crashes as either “reportable” or “non- five-year period. The crashes include the reportable”. Reportable events include four following crash types: sub categories by severity: fatal; injury; property damage (at least $1,000) and  Fatal (1)  injury; and property damage only (at least Injury (67)  Property Damage and Injury (67) $1,000). Crashes that do not meet these  Property Damage Only (246) criteria are considered non-reportable.  Non-Reportable (263). The summary also identifies “serious injury” crashes as a subset of injury crashes. An 33 | P a g e

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Contributing Factors  Hiawatha Boulevard East northeast of The top three contributing factors for all Park Street experienced the least crashes during the five-year period include: amount of crashes following too closely, failure to yield the Table 1 shows the number of crashes, injury right-of-way, and driver inattention. crashes, and serious injury crashes that Collision Types occurred at primary study area The top three collision types for all crashes intersections. As shown in Table 1, the during the five-year period include: rear Park/NBT Bank/Harborside experienced the end, overtaking, and right-angle. highest number of total crashes (58), injury crashes (12), and serious injury crashes (2). Fatal Crashes As shown in Figure 15, one fatal crash Table 1 –Primary Study Area Intersection occurred along Hiawatha Boulevard West Crashes near Solar Street within the secondary study area. No fatal crashes occurred within the primary study area.

Serious Injury Crashes Figure 15 also shows the location of the 21 serious injury crashes. Of the 134DRAFT crashes in the study area that resulted in injuries, 21 were classified as serious injury crashes. Including intersections, six serious injury crashes occurred along Park Street, and four occurred along Hiawatha Boulevard East (including one that occurred at the Bicycle and Pedestrian Crashes Hiawatha/Park Street intersection.) As shown in Figure 17, five crashes involved a bicyclist and 20 involved a pedestrian. All Intersection vs. Non-intersection Crashes bicycle and pedestrian crashes resulted in Figure 16 identifies the range of crashes an injury (19) or a serious injury (6). Three that occurred on segments and at pedestrian crashes occurred on Park Street; intersections. Of the 644 crashes: two pedestrian crashes occurred on  51 percent occurred at intersections Hiawatha Boulevard East. One of the  Park Street experiences more non- pedestrian crashes at the Hiawatha / Park intersection crashes than Hiawatha, Street intersection. No bicycle crashes with most occurring between Farmers occurred along either road corridor. Market Place and NBT Bank Parkway 34 | P a g e

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Intersections in the primary study area did surrounding area with , Park not involve a crash with a bicyclist, but Street, and 7th North Street. three involved one pedestrian crash: Granite curbs exist along the entire length  Park/Hiawatha of Hiawatha Boulevard East within the  Park/Farmers Market/I-81 primary study area. A speed limit is not  Hiawatha/Carbon. posted along Hiawatha Boulevard East, but The following bike and pedestrian crashes the limit is understood to be 30 MPH. also occurred within and immediately (Hiawatha Boulevard West is posted as 35 adjacent to the market and the RTC: MPH in both directions.) As previously  One bike crash occurred near Park shown in Figure 13, few sidewalks exist, and Street at Farmers Market Place bicycle and transit facilities do not exist.  One pedestrian crash occurred near the As shown in Figure 18 and Figure 19, the RTC driveway on NBT Bank Parkway road is approximately 34 feet wide between  One pedestrian crash occurred at NBT Carbon Street and 7th North Street, and the Bank Parkway/Tex Simone Drive right-of-way varies from 70 to 82 feet. The  Two pedestrian crashes occurred within road widens to 69 feet northeast of Park the Regional Market’s parking lots. Street and to 89 feet southwest of Park 5.3 Hiawatha Boulevard East Street. The right-of-way also varies from DRAFT104 feet to 196 feet, respectively. Hiawatha Boulevard East does not carry a route designation number. The city owns 5.3 Park Street the road, which is functionally classified as Park Street serves as a significant gateway an Urban Major Collector northeast of Park into the City, the RTC/Market Area, and Street and as a Principal Arterial (Other) Destiny USA from the Town of Salina. It is southwest of Park Street. functionally classified as a Principal Arterial Hiawatha Boulevard East is a two-lane road (Other) west of Hiawatha and as an Urban northeast of Park Street with a 4,324 AADT. Minor Arterial east of Hiawatha. Hiawatha Boulevard East widens to six lanes Park Street is owned by the City of Syracuse where the AADT is 16,187 southwest of and carries the designation of NY370. The Park Street. The road is a northeast- road serves as a northwest/southeast route southwest route, with primarily a “good that connects to Hiawatha Boulevard East, condition” pavement condition rating, but I-81 (off-ramp only), the RTC/Market Area, some blocks closer to Grant Avenue that and to the city’s north side neighborhoods. are rated “fair” to “poor”. It connects the

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Park Street narrows from four to three Two AADT values exist for Park Street: lanes under the CSX railroad bridge. There  12,943 northwest of the I-81 off-ramp are no sidewalks under the bridge, although the road is curbed and a paved snow  3,547 southeast of the I-81 off-ramp. storage area exists on both sides beneath 5.3 Study Area Intersections the bridge. However, the City installed SMTC staff documented the presence or sidewalks between the CSX bridge and the lack of: crosswalks, pedestrian push Ley Creek bridge during the rehabilitation of buttons/countdown crossing timers, curb the Ley Creek bridge. Staff observed ramps (with and without detectable pedestrians walking along the new warnings), and the type of traffic control sidewalks and atop the snow storage area (e.g., stop or signal-controlled) at 18 (beneath the CSX bridge) to avoid traffic. intersections within the primary and Bicyclists were observed traveling in both secondary study area. directions using the travel lanes under the CSX Bridge. Table 2 summarizes pedestrian amenities at the 18 intersections. The table identifies if Park Street is curbed within the primary amenities exist on all approaches, some of study area. The speed limit is not posted on the approaches, or if it is not present on any this section of roadway, but it is understood approach. As previously shown in Figure to be 30 MPH. Park Street has anDRAFT 13, no bicycle facilities exist and most “excellent” pavement condition rating intersections lack pedestrian facilities, between Hiawatha Boulevard East and especially within the primary study area. Harborside Drive, and is rated “good” between Harborside Drive and the City Line.

Sidewalks exist road near the market area, along the former Babies-R-Us property, and

(as mentioned) between the CSX railroad bridge and the Ley Creek bridge. As shown in Figure 18 and Figure 19, road width varies from 39 feet northwest of the CSX railroad bridge to 64 feet between Farmers Market Place and Hiawatha Boulevard. The right-of-way also varies from 104-to 112- feet, and overlaps with the 250-foot I-81 right-of-way owned by the NYSDOT.

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Table 2 – Pedestrian Amenities and Primary and Secondary Study Area

Intersections

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Only three of ten primary study area 5.5 Road Facility & Crash intersections had curb cuts with detectable Assessment Summary warnings. A five-year crash assessment found that the top three contributing factors include: However, as part of the Park Street following too closely, failure to yield the Neighborhood Greenway project, the City right-of-way, and driver inattention. made the following pedestrian crossing Moreover, the top three collision types improvements to the northbound approach include: rear-end, overtaking, and right- at Park Street/Farmers Market Place/I-81 angle crashes. The intersections with active intersection: a high-visibility ladder pedestrian crossings had the following crosswalk, two curb cuts with detectable number of crashes: warnings with pedestrian push buttons, and a bicycle rack.  Park/NBT Bank Intersection (58)  Park/Hiawatha* (29) 5.4 Speed Data  Hiawatha/1st North (14) Overall, very little speeding data exists for  Hiawatha/Carbon* (4) the study area. Table 3 summarizes available speed data for the following The two intersections listed above with an corridor segments. asterisk (*) had one pedestrian crash. Fatal crashes and bicycle crashes did not occur at Table 3. Existing Speed Data DRAFT 50th primary study area intersections. 85% Average Percentile Posted Segment Year Direction Percentile Speed Speed Speed The shortest walking distance across Speed (Median) Hiawatha Boulevard East is 34 feet. Hiawatha Blvd East, NB 27.3 30.6 36 2015 30 Grant to Seventh SB 27.7 30.8 36.5 Hiawatha is classified as a Principal Arterial Hiawatha Blvd West, EB 32.3 35.9 42.7 (Other) southwest of Park Street and is 89 2017 35 Spencer to Solar WB 34.3 36 42 feet wide with an AADT of 16,189 in this Park Street, Wolf to EB 22.1 23.3 28.3 2014 30 Farmers Market Place WB 22.4 23.3 28 area. The road classification changes to a Community stakeholders have identified Major Collector northeast of Park Street, speeding as an issue that should be and narrows to 34 feet in width with an addressed in future roadway design AADT of 4,324. The speed limit is not improvements. A speed study is beyond posted, but is understood to be 35 MPH. the scope of this assessment, but could be Park Street is 49 feet wide at the NBT Bank conducted during engineering design if Parkway/Harborside Drive intersection and deemed necessary. has an AADT of 12,943. The road is classified as a Principal Arterial (Other) and is understood to have a 35 MPH speed limit. 43 | P a g e

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operates a Flea Market on Sunday). All five Chapter 6 - sheds are open on Saturday, while only one shed is open on Thursday. The SMTC Pedestrian observed activity on both days during their Observations busiest times to compare trends. The SMTC conducted observations on: Chapter 6 provides a summary of observed  Thursday, July 25, 2019 from 10:00 a.m. pedestrian and bicycle activity at active to 12:00 p.m. crossing locations within the primary study  Saturday, August 3, 2019 from 9:00 a.m. area. SMTC staff observed activity along to 11:00 a.m. Hiawatha Boulevard East from North Salina Street to Carbon Street, and from 1st North A summary of findings is presented in the Street to Grant Boulevard. Staff also following sections. observed the Park Street/NBT Bank Parkway/Harborside Drive intersection and 6.2 Summary of Observations the nearby RTC/RMA driveways. The SMTC documented the exact location where pedestrians and bicyclists crossed 6.1 Methodology the road and their general travel route to Observations occurred on two warm sunny the extent practicable to determine trends. summer days during the market’sDRAFT peak Staff observed people of all ages walking hours of operation. Two sources of and riding bikes back and forth between the information were used to determine the market and the neighborhood. It was not when the market is the busiest: uncommon to observe the walkers and conversations with market staff, including bicyclists return with bags of produce. the market’s director, and the market’s Facebook page, which includes charts that Parents, and in particular mothers, were indicate peak hours of operation by day. observed pushing baby strollers. Staff observed seniors pushing produce carts. Additionally, staff reviewed Centro bus Some seniors used a walker, a cane, or a route schedules to determine when the wheel chair (including motorized wheel most buses arrive and depart at the RTC. chairs). Some seniors walked alone, others Peak bus arrival and departure times were observed walking with children. Most generally aligned with the busiest times at bicyclists, including seniors, rode the market. independently. And, at least one The market sells fresh produce on teenage/young adult was observed on a Thursdays and Saturdays (the RMA skateboard traveling along Park Street.

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Thursday Observations of the intersection) at Park Street. Both Figure 20 shows pedestrian movements by bicyclists traveled northwest. Instead of direction on Thursday, July 25 from 10:00 crossing at Park Street, one bicyclist crossed a.m. until 12:00 p.m. mid-block between Park Street and Carbon Street, and one bicyclist crossed mid-block As shown, the majority of pedestrians between Park Street and North Salina crossed Hiawatha Boulevard East at Carbon Street. Staff observed one bicyclist Street, 1st North Street, and at Park Street. traveling northeast along Hiawatha Most pedestrians (17) crossed at the Boulevard East. southeast corner of Carbon Street. The Tex Simone Drive/1st North Street intersection Staff observed five bicyclists traveling under had the second highest number of the CSX railroad bridge near the Park pedestrians crossing (12) Hiawatha Street/NBT Bank Parkway/Harborside Drive Boulevard East. intersection.

More pedestrians were observed walking Saturday Observations along the north/west side of Hiawatha Figure 22 shows pedestrian movements by Boulevard East than along the south/east direction on Saturday, August 3 from 9:00 side. No pedestrians that originated from a.m. until 11:00 a.m. the north walked south of 1st North Street Although similar trends from the along Hiawatha Boulevard. Likewise,DRAFT only observation on Thursday were also one pedestrian who originated from the observed on Saturday, there were a few south walked north of Spring Street. noteworthy differences. Staff also observed several pedestrians who As shown in Figure 22, a greater number of by-passed the Park/Hiawatha intersection pedestrians crossed Hiawatha Boulevard by walking along Exchange Street. East at the southwest-bound approach of Most pedestrians who crossed Park Street/ the Park Street intersection; only one NBT Bank Parkway/Harborside Drive crossed at the northeast-bound approach intersection did so at the northbound and to the intersection. westbound approaches. Staff observed 12 Carbon Street had 24 pedestrian crossings - pedestrians crossing mid-block between the the second highest - along the gravel market and the RTC driveways. driveway into the market area. The 1st Figure 21 shows bicycle movements by North Street/Tex Simone Drive intersection direction. As shown, two bicyclists crossed was the third highest location with 9 Hiawatha Boulevard East (one on each side pedestrian crossings.

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Similar to the Thursday observations, more Several bicyclists were observed traveling pedestrians were observed walking along under the CSX railroad. Only one of the the north/west side of Hiawatha Boulevard bicyclists traveled towards Destiny USA; East than along the south/east side. most continued riding along Park Street as Likewise, it was not common for they crossed the Park Street/NBT Bank pedestrians originating from the north or Parkway/Harborside Drive intersection. the south to travel beyond Spring Street. 6.3 Observation Summary A greater number of pedestrians (13) were Observations of pedestrian and bicyclist also observed by staff crossing the movements during two different visits show northwest bound approach of the Park the following patterns and trends: Street/NBT Bank Parkway/Harborside Drive  Hiawatha Boulevard East at Carbon intersection. Although a sidewalk only Street was an active pedestrian crossing exists along the north side of NBT Bank point; followed by Hiawatha at Park Parkway, pedestrians tend to walk along Street; then Hiawatha at 1st North the south side of the road through a worn Street/Tex Simone Dr. pathway through the grass. Pedestrians  Nearly all bicyclists and pedestrians also primarily walked along the paved path crossed the southwest bound approach on the south side of Harborside Drive. Staff at Park Street/Hiawatha Boulevard East also observed more than 20 midDRAFT-block  Park Street (northbound) experienced crossings along NBT Bank Parkway by the the most bicyclists; fewer ride along the RTC/RMA driveways. Hiawatha Boulevard East corridor  Most pedestrians cross the northbound Figure 23 shows bicycle movements by approach of the Park Street/NBT Bank direction. In general, very few bicyclists Parkway/Harborside Drive intersection. traveled along Hiawatha Boulevard East.  Bicyclists and pedestrians were Most bicyclists traveled across Hiawatha observed traveling Park Street under Boulevard East between the neighborhood the CSX railroad bridge, although it was and the RTC/market area. As shown, all more common to observe bicyclists eight bicyclists crossed Hiawatha Boulevard along this route. East at the Park Street intersection at the  Many pedestrians cross NBT Bank southwest-bound approach. Stadium mid-block between the market Additionally, four bicyclists crossed and the RTC. Hiawatha Boulevard East heading northeast from 1st North Street to Tex Simone Drive.

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community groups, refugee service Chapter 7 - programs, transit providers, community- based organizations, and public, private, Community and non-profit stakeholders. Feedback Stakeholder Outreach Staff from the SMTC spoke in-person with Chapter 7 outlines SMTC’s public outreach the market’s director, the assistant director, process and summarizes the community the facilities manager, and a deputy from input received through several outreach the Onondaga County Sheriff’s office. efforts undertaken throughout the course Additionally, the SMTC corresponded via e- of the study. mail with a representative from Centro, the 7.1 Public Involvement Plan director of Northside Up, the director of As mentioned in Chapter 1, the SMTC Hopeprint, and representatives from the developed a Public Involvement Plan (PIP) Northside Tomorrow’s Neighborhood Today to guide community input outreach efforts. (TNT), the Washington Square TNT Task The SMTC reviewed the PIP with the SAC. A Force, and the TNT Danforth/Butternut/ copy of the PIP is provided in Appendix B. Pond Task Force.

The PIP serves as a guide to help the SMTC Community Meetings DRAFTThe Washington Square Neighborhood create public awareness of the study’s goals, objectives, and process, as well as to Association (WSNA) invited the SMTC to seek public comment and document public discuss the purpose of the RTC-Market Area input to inform the decision making Study and solicit feedback on May 16, 2019. process. Staff also met with the Refugee Resettlement Service team from Catholic The following sections summarize feedback Charities on October 23, 2019. And, on received from the public, local stakeholders, January 7, 2020, staff meet with the community groups, and public, private, and Washington Square Task Force. In total, non-profit entities. approximately 40 people participated and provided comments. 7.2 Community & Stakeholder Outreach Public Outreach at the Farmer’s Market The SMTC reached out to several groups The SMTC also staffed two informational and individuals identified in the PIP to solicit kiosks at the Regional Market (inside Shed public input. The SMTC sought feedback A, outside the Welcome Center building as from neighborhood associations, shown in Image 18) on Saturday,

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September 21, 2019 from 9:00 a.m. to Bicycling 11:00 a.m. Approximately 35 to 40 people  It was noted that many refugees participated and provided comments. commute by bike year-round to Destiny and to Liverpool (Henry Clay Businesses) and as far as Baldwinsville to access work. Many refugees work night shifts, so the pedestrian observation time periods didn’t capture the number of bicyclists that ride at night along Park Street and Hiawatha Boulevard

Sidewalks  Install/improve sidewalks along Hiawatha Boulevard East, Tex Simone Drive, Park Street, and the northern Image 18 – Outdoor study information kiosk display between the Welcome Center building and Shed A at the Regional Market. extensions of Grant Boulevard, and Carbon Street (gravel driveway owned 7.2 Community Feedback by the Regional Market Authority) The SMTC received the following comments  The sidewalk network around the (arranged by topic) during the communityDRAFT market is almost non-existent and stakeholder outreach efforts: Pedestrian Signals Bike Lanes  Pedestrian signals at: Park Street at NBT  Add bike lanes along: Bank Parkway, and along Hiawatha o Hiawatha Boulevard (East and West) Boulevard East at Park Street, Carbon o North Salina Street Street, Tex Simone Drive, 2nd North o Carbon Street and the gravel Street, and Grant Boulevard driveway into the market  Consider using Leading Pedestrian o On-road bike lanes (and sharrows) Intervals (LPIs) pose safety concerns for bicyclists. Separate bike lanes by elevating Mid-block Crossings them to the level of the sidewalk or  Provide a mid-block crossing on NBT by putting barriers between the bike Bank Parkway connected the market lanes and vehicle travel lanes with the RTC  Install pedestrian crossing

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 A crosswalk and curb cuts do not exist observed living near the bikeway between the (market-owned) parking (especially under the I-81 bridges) lot at the Cold Storage Facility and the  The Park Street Bikeway trail does not market. Add them to NBT Bank connect to the Onondaga Lake Parkway Parkway’s southbound lanes. As such, bicyclists traveling southbound along Carbon Street/Gravel Driveway/Hiawatha Onondaga Lake Parkway have to cross Boulevard Intersection several lanes of high speed traffic near  The gravel driveway should be on- and off-ramps to access the trail paved/improved to accommodate bicyclists, pedestrians, and drivers Park Street  Consider a four-way stop-controlled  Add left-turn lane from Park Street into intersection and/or a rectangular rapid the market at Farmer’s Market Place flashing beacon (RRFB) for this location Park Street Neighborhood Greenway  Bike lanes and sidewalks or a shared use  Repave road and repaint sharrows path along entrance into the market  Separate traffic as much as possible Hiawatha Boulevard East/Park Street from bicyclists (e.g., separated bike Intersection lanes, etc.)  Should improvements be made to the  Add wayfinding signage directing Park Street/Hiawatha intersection,DRAFT bicyclists to the neighborhood greenway incorporate push button signals with a Leading Pedestrian Interval (LPI) signal Bear Street phasing to provide pedestrians with  If the Bear St bridge comes down or is additional time before the vehicular repaired as part of the Interstate 81 traffic is allowed to proceed project, sidewalks should be installed.  Prioritize bicycling crossing Solar Street improvements at Park Street at  Can bike lanes and sidewalks be Hiawatha Boulevard East incorporated on both sides of Solar  Reduce width of road (eliminate turn- Street from Franklin Square to the bay lane) on southwest bound approach entrance of Destiny? Park Street (Abandoned) Bikeway  Solar Street at Hiawatha Boulevard lacks  This bikeway is abandoned and not pedestrian amenities to the mall maintained. It is overgrown with weeds Wolf Street at Carbon Street and the trail surface is poor and rutted.  Crossing or turning on Wolf Street is Homeless individuals have been dangerous, limited sight distance

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Harborside Drive Pathway Miscellaneous Bicycle Amenities  The paved pathway along the south side  Bike racks do not exist at the market - of Harborside Drive is dilapidated and people lock their bikes to the fences - may not be wide enough to serve as a consider adding bike racks shared-use path  Several people and organizations Landscaping advocated for adding bike racks at the  Add a planting strip along the sides of market, the RTC, and at Destiny and center of Hiawatha Boulevard Winter/Seasonal Considerations Centro Bus Service  Although the market is open all year – a  Provide stops at the regional market market vendor said that business and “front door” service at the Stadium. reduces significantly during the winter (On-request Stadium service once months (only two sheds open on a existed as a deviation option for Saturday) and that it is likely there is 116/216 routes, but was discontinued less visitation from those who walk or because the deviation took too long and cause service delays.) bike to the market  Bicyclists commute late shifts from Parking Lots (RTC/market/Ball Park) Northside to Liverpool and beyond (via  Impervious surface parking lots should Park Street and Hiawatha Boulevard) be designed as pervious service to year-round. Lighting is needed along improve lake water quality DRAFTthese roadways and under bridges Miscellaneous Safety Issues and Concerns Train/Bus Station Visitors  Hand-held flags could be provided at  According to a market vendor, it is not crosswalks for people to carry as they uncommon for people waiting at the cross the road to improve their visibility RTC (for a train or bus) to walk over to for motorists the market – pedestrian amenities do  Lighting does not exist in many locations not exist across NBT Bank Stadium and needs to be improved to enhance personal safety and mobility Lodi Street  It was noted that lighting needs to  It is not uncommon for pedestrians to improve under the bridges between the walk along Lodi Street to Hiawatha market, Destiny, and Liverpool. Many Boulevard to access the mall, so bicyclists commute along Park Street improve the Lodi Street connection at (and Hiawatha) in the evenings to Hiawatha Boulevard access work in Liverpool, Destiny, and Loop-the-Lake Trail Access beyond. They typically work second or  There is a lack of a safe access between third shifts RTC/Market Area and points northwest  Cars park on sidewalks

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such as Village of Liverpool and Old Approximately 80-100 community members Liverpool Road area participated and dozens provided feedback.  Unsafe to walk/bike to the Loop-the- In short, most people who offered feedback Lake trail from the RTC/Market Area suggested improving the gravel driveway as Feedback about the Refugee Population an official road with sidewalks and bike  There are a half to a dozen different lanes, or a shared-use path. People also countries represented by refugees living expressed a desire to see bike lanes in Northside neighborhoods installed along Hiawatha Boulevard, Park  Many different languages are spoken Street, and North Salina Street. throughout the Northside A consistent comment from community  Refugees tend to be employed by members was the need to install sidewalks businesses that offer entry-level shift throughout the neighborhoods, along work. Some examples provided include Hiawatha Boulevard and Park Street, as well Destiny, and the many businesses along as within and around the RTC-Market Area Henry Clay Boulevard in Liverpool. It campus. Furthermore, the WSNA was noted that many refugees commute highlighted the need to improve by bike to work during the afternoon neighborhood sidewalks to accommodate and evening hours. Concerns were residents walking to the market, including expressed about the lack of bikeways, refugees who tend to live further east snow, and dark streets. SomeDRAFT refugees towards Butternut Street. commute as far as Baldwinsville by bike. Additionally, many work destinations, Many commenters also expressed the need including the RTC, Destiny and the to install crosswalks across NBT Bank market, have few if any bike racks Parkway: between the market and the RTC,  The Regional Market Authority once and between the market and the parking lot picked up refugees at Catholic Charities adjacent to the cold storage building.  Although not specific to the study area, Several people also mentioned the need to attendees noted a lack of bus service at major employment sites outside of the improve connections to buses and existing City of Syracuse. bikeways/pathways. Some people suggested providing bus service inside of 7.3 Feedback Summary the market’s campus and extending existing The SMTC received public comments during pathways (e.g., Onondaga Creekwalk, the a variety of outreach efforts, which included Loop-the-Lake Trail, etc.) to the market. phone and e-mail conversations, in-person interviews, neighborhood meetings, and at Only a few people were aware about the staffed kiosks during the farmer’s market. Park Street Bikeway and the Beartrap Creek Trail.

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 demographics of walkers and bicyclists – Chapter 8 – including young, elderly, refugee (Ch. 3)  Constraints; e.g., road width (Ch. 4 & 5) Mobility  Observed crossing locations (Ch. 6)  Feedback from neighborhood groups, Improvement stakeholders, development organizations, and from the market’s Options director, staff, and customers (Ch. 7). Chapter 8 provides an overview of potential Primary Study Area Corridors pedestrian and bicycle facility improvement Hiawatha Boulevard East options to enhance mobility between the Northside neighborhood and the RTC/ Existing pavement width may accommodate Market Area. The chapter is divided into five-foot bike lanes and 12-foot travel lanes. two sections: The right-of-way (ROW) may also accommodate five-foot wide sidewalks, or a  Section 8.1 identifies planning-level shared use path (SUP) along the north side concept plan options to improve of the road where more space exists within walking and bicycling across priority the ROW. A tree planting zone with intersections in the primary study area pedestrian-scale lights between the curb  Section 8.2 informs city and countyDRAFT and the sidewalk may also be possible along planning efforts (e.g., Loop-the-Lake, the road’s north side. The number of LWRP, ReZone Syracuse, I-81, etc.) driveway curb cuts makes it difficult to about ‘big picture’ ideas (that may accommodate on-street parking or an on- warrant further study) to improve road cycle track. If desired, an access mobility within the secondary study management plan (beyond the scope of this area and beyond. study) could identify ways to consolidate The SMTC conducted a cooperative driveways and increase curb space for on- planning-level assessment that involved street parking and/or a cycle track. road owners (e.g., City of Syracuse, New Park Street York State Department of Transportation), Protected bike lanes - separated from traffic the RTC (i.e., Centro), and county facilities - may require road widening or lane such as the stadium, etc. (i.e., Onondaga consolidation. Sharrows are less desirable County). The SMTC designed options to due to traffic volumes. The ROW appears address the unique needs and desires of the sufficient to accommodate sidewalks, community to the greatest extent practicable: 56 | P a g e

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and/or a bi-direction SUP that LPIs can minimize conflicts between accommodates walkers and bicyclists. pedestrians (crossing a road) and vehicles turning left or right. Conflicts are reduced 8.1 Intersection Mobility by extending the WALK signal 3-7 seconds Improvement Options before the motorists are allowed to Section 8.1 identifies concept plan options proceed through the intersection. 2 LPI’s to improve pedestrian mobility at the four may also incorporate an audible noise to let busiest intersections (for pedestrians) visually impaired pedestrians know that it’s within the primary study area: safe to cross. When used, it may be necessary to restrict right-turn-on-red  Hiawatha/Park (Signalized) (RTOR) to maximize LPI effectiveness.  Hiawatha/Carbon (Un-signalized)  Hiawatha/1st North (Signalized) Since LPIs extend the walk time for  Park/NBT Bank/Harborside (Signalized). pedestrians, they create additional delay for vehicles. An engineer can assess a LPI to Figure 24 – shows the four intersections determine if it maintains an acceptable (Inset area A-D) and identifies ‘big picture’ level-of-service when changes to the ideas to improve access and mobility along intersection are proposed (e.g., geometry corridors between the outer region and the changes due to lane reconfiguration, lane RTC/Market Area (see Section 8.2). consolidation, increases in traffic, etc.). Common Features DRAFTIncreased Pedestrian Crossing Time Priority intersections, regardless if Staff observed elderly pedestrians signalized or un-signalized, should comply (including those who used canes and with Americans with Disabilities Act (ADA) wheelchairs for assistance), refugees, and for design elements – e.g., sidewalks with parents pushing strollers accompanied by curb-cuts and high-contrast detectable children crossing the street. Signalized warnings, high-visibility ladder crosswalks, intersections in the primary study area are and sufficient lighting to enhance safety. potential candidates for additional Common Features (Signalized pedestrian clearance time for walking speed Intersections) of less than 3.5 feet per second. Leading Pedestrian Interval (LPI) Signalized intersections in the primary study area are potential candidates for Leading Pedestrian Intervals (LPI).

2 Fayish, A. and F. Gross, Safety Effectiveness of Leading the Transportation Research Board, Pedestrian Intervals Evaluated by a Before-After Study with 2010. http://trb.metapress.com/content/b34p020765640146/full Comparison Groups, Transportation Research Record: Journal of text.pdf

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Pedestrian Countdown Signal Head facilities at this intersection. SAC representatives asked if southbound traffic Signalized intersections in the primary study volumes warrant an exclusive left-turn lane, area should include pedestrian countdown center lane, and right-turn lane; and signal heads with push button activation. wondered if it is possible to consolidate lanes to reduce crossing distance. Hiawatha Boulevard East/Park Street Intersection (Signalized) The SMTC modeled several lane consolidation scenarios. The SMTC used This signalized intersection experiences weekday turning movement counts unbalanced traffic volumes. Staff observed provided by the City. As shown in Table 4, that most walkers and bicyclists crossed at the results suggest that consolidating select the narrowest section of Hiawatha eastbound, southbound, and northbound Boulevard - along the north side of Park travel lanes will maintain similar and Street - where traffic volumes are also acceptable delay. Summary Syncho reports lowest. Community stakeholders are provided in Appendix D. advocated for bicycle and pedestrian

Table 4 - Intersection Lane Consolidation Scenarios – Level-of-Service Impacts DRAFT

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Intersection Lane Consolidation as one left/through lane and one right-turn lane (shown as a modified slip ramp; Lane consolidation may allow for a however, it may be possible to use a reduction in pavement width and excess standard right-turn lane). A SUP 3 space could be repurposed for accommodates walkers and bicyclists. bike/pedestrian facilities. (A planning-level review suggests that sufficient space may Signalized Intersection Observations already exist within the ROW to accommodate facility options regardless of Traffic lights along Park Street do not lane consolidation. An official land survey appear to be timed to accommodate would be required, which is beyond the Market traffic and Destiny USA holiday scope of this assessment.) traffic. Market traffic is busiest during the summer months, while Destiny USA traffic Figure 25 shows existing lane configuration. is busiest during the winter months. The SMTC considered two consolidated lane facility option concept plans. As There are two northbound left-turn lanes mentioned, facility options are not on Hiawatha Boulevard and two receiving necessarily dependent on lane lanes on Park Street. During field consolidation. It may also be possible to observations, staff observed drivers turning “mix and match” options. A traffic engineer left from Hiawatha Boulevard from the would deem what is appropriate based on wrong (inside) left-turn lane. This resulted an official survey and a traffic studyDRAFT. in them changing lanes while turning – often cutting off traffic. Pavement Figure 26 consolidates southbound travel markings and wayfinding may reduce the lanes into a single left/through/right lane. likelihood of improper lane selection. The northbound left/through lane is also modified as a left only to reduce to a single During the busiest 30-minute period (which northbound receiving lane. The occurred between 10:30 and 11:00 on a southbound approach may be narrowed, Saturday morning), staff also witnessed but a center median is still required to align vehicles exiting the market and queueing through travel lanes due to northbound along Park Street from Farmer’s Market traffic volumes. Sidewalks and crosswalks Place through the Park/Hiawatha intersection to the I-81 On-ramp (on are shown as potential facility options. Hiawatha Boulevard). Traffic exiting at the Figure 27 maintains the consolidated gravel driveway on Hiawatha also queued southbound lane and modified northbound to the Hiawatha I-81 On-ramp. lane, and consolidates the eastbound lanes

3 For more information visit: https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publ https://www.dot.ny.gov/display/programs/bicycle/planning/shar ications/sidewalk2/pdf/15chapter14.pdf ed-use 60 | P a g e

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Common Features – Northbound Approach USA sky bridge (above Hiawatha) and therefore eliminate the need to cross the Space to accommodate a sidewalk along road at street level to enter the mall. Hiawatha Boulevard’s southeast corner is Furthermore, this side of the road connects prohibitively limited due to the proximity of to the Onondaga Creekwalk. The Creekwalk the buildings to the edge of the road. links to Destiny USA, Onondaga Lake, the Additionally, the northbound left-turn Inner Harbor, Franklin Square, Armory movement volumes warrant two left-turn Square and Downtown Syracuse. lanes (PM Peak Hour are greater than 300 vehicles per hour); thus, reducing the Common Features – Southbound Approach number of lanes to accommodate a sidewalk doesn’t appear to be an option. A As shown in Figures 26 and 27, 13-foot drainage grate in the center median also travel lanes with shared lane markings limits lane realignment options to increase (sharrows) along the southbound approach sidewalk space on the eastern side of the minimize walking distance across the road. Northbound storage capacity needs intersection. The 13-foot travel lanes may also limit lane consolidation options. accommodate truck traffic. Bike lanes can be accommodated, but would increase Although it may be possible to relocate the crossing distance for pedestrians. As such, entire intersection to the west, this would sharrows are shown between Park Street require an engineering study that is beyond and Carbon Street; and bike lanes from DRAFTCarbon Street to 7th North Street. the scope of this assessment. Geometric issues associated with unbalanced travel Travel lanes and turning radii sufficient to lanes, grade changes, and drainage issues accommodate trucks should be considered. pose complex design challenges. As such, The center median, which aligns the bicycle and pedestrian facilities are only through travel lanes, could accommodate a identified along the western side of the raised refuge island with an at-grade cut- street only - not the eastern side. through for bicyclists and pedestrians.

It should be noted, however, that there is Hiawatha Boulevard East/Carbon Street an advantage to extending bike/pedestrian Intersection (Unsignalized) facilities along the eastern side of the road As shown in Figure 28, the Hiawatha/ if resources exist to redesign the Carbon intersection currently exists as a intersection. The primary advantage is to three-leg intersection. A stop sign exists on prevent the need for a walker to cross Carbon Street. A gravel access road exists Hiawatha at street level to access Destiny opposite Carbon Street - although not an USA. For instance, a SUP from the official driveway, motorists, bicyclists, and intersection’s southeast corner to Solar pedestrians use the access road as a market Street would link directly to the Destiny entrance.

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Staff observed the highest number of location. If the gravel driveway is improved walkers and bicyclists crossing Hiawatha as a road, an engineering study would Boulevard at Carbon Street to enter the determine if installation of a multi-way market via the gravel access road. During STOP sign meets the warrant conditions in public outreach sessions, community the Manual on the Uniform Traffic Control stakeholders repeatedly expressed interest Devices (MUTCD) Section 2B.07. in improving the gravel driveway as an official road. Sidewalks, bike lanes or Carbon Street and Hiawatha Boulevard are sharrows, lighting, and landscaping may be wide enough to stripe five-foot wide bike accommodated along a new road given the lanes. As an alternative to bike lanes, amount of undeveloped land surrounding Figure 28 shows a SUP from Hiawatha the gravel driveway. Boulevard to Farmers Market Place. (Figure 27 is overlaid to show how to connect to Figure 28 shows pedestrian curb cut and the envisioned SUP along Park Street.) Due cross walk improvements at the to personal safety and trespass-related Hiawatha/Carbon intersection. A building security concerns, the SUP could rectangular rapid flashing beacon (RRFB) – extend to Park Street along the Wendy’s see Image 19 – is also shown at the Carbon property, instead of to Farmers Market Street/ Hiawatha Boulevard intersection to Place. Both alignments are illustrated as provide additional advanced warning for options in Figure 28. Fencing, lighting, and motorists. DRAFTsecurity cameras may also be considered. Image 19 – RRFB Although not shown, a raised intersection and/or raised crosswalks could also be considered at the Carbon Street/Hiawatha Boulevard intersection, especially if the gravel access road is paved to become a four-way intersection. If changes are proposed, a traffic engineering study would determine if a raised intersection or raised crosswalks are appropriate options. The observed truck traffic along Hiawatha

Image 19: Example of an RRFB dark (left) and illuminated during the flash period Boulevard would have to be considered. (center and right) mounted with W11-2 sign and W16-7P plaque at an Advantages of raised crosswalks and uncontrolled crosswalk. Source: FHWA Interim Approval for Optional Use of Pedestrian-Actuated Rectangular Rapid-Flashing Beacons at Uncontrolled intersections include traffic calming (i.e., Marked Crosswalks, 2018. speed reduction), crosswalks level with the sidewalk, and increased visibility to drivers. A RRFB is preferred over an All-Way Stop Disadvantages include impacts to snow due to the unbalanced traffic volumes and the lack of crashes that occur at this plow operations, drainage, and truck traffic. 66 | P a g e

DRAFT RTC-Market Area Mobility Study

Hiawatha Boulevard East/1st North Turning volumes suggest that consolidating Street/Tex Simone Drive Intersection lanes would adversely impact level-of- (Signalized) service, so lane consolidation is not shown. The Hiawatha/1st North/Tex Simone intersection is a signalized intersection. Sidewalks, curb cuts, and high-visibility Figure 29 shows curb cuts, high visibility crosswalks may accommodate pedestrians ladder crosswalks, pedestrian push buttons at this intersection. Figure 30 incorporates and LPI signals. Hiawatha Boulevard and 1st a SUP along the north side of Park Street North Street may accommodate five-foot and the south side of Harborside Drive. bike lanes. Sharrows are shown along Tex Sidewalks and sharrows complete the Simone Drive. Additionally, the bus stop pedestrian and bike network. along the Tex Simone (eastbound lane) is Figure 30 also shows a raised pedestrian shown with concrete pad and new sidewalk. refuge island with at-grade crosswalks at An example of an improved bus stop area is the southbound-right slip ramp. In addition shown in Image 20. to high-visibility ladder crosswalks, a bicycle Image 20 crosswalk is shown across Park Street’s northbound approach.

Narrowing the southbound lanes by one to two feet may provide enough space to DRAFTextend a new sidewalk under the CSX railroad bridge. Since space may be limited, the northern side of the road is the most ideal location to link the new sidewalk (or SUP) to the Park Street Bikeway (abandoned) and the City’s new sidewalk Park Street/NBT Bank Parkway/ over Ley Creek opposite the railroad bridge. Harborside Drive Intersection (Signalized) The Park/NBT Bank/Harborside intersection 8.2 Secondary & Greater Study Area is a signalized intersection that is a possible Mobility Options candidate for a LPI. This intersection exists This section identifies ‘big picture’ ideas to under the I-81 viaduct. ROW ownership is inform ongoing city, county, and state split by the City and State. The city owns planning efforts that seek to improve the surface streets; the State owns the regional mobility to the RTC/Market Area. elevated highway and much of the surrounding land. Concrete bridge piers Figure 31 identifies regional mobility and utilities present design challenges, but improvement ideas that require further space may exist to accommodate off-road study as well as options vetted in existing bicycle and pedestrian facilities. plans per Section 2. 67 | P a g e

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The highlighted corridors show how a Centro also provides local bus service to potential region-wide bicycle and the RTC and to Destiny USA, but there is pedestrian network could link to the no “front door” bus service to/from the RTC/Market Area. Reference numbers on Market or Stadium. Front drop off the map correspond with the following: service to the stadium once existed as an “at request” deviation option for 1. The RTC/Regional Market/NBT Bank 116/216 routes, but Centro Stadium could choose to develop a joint discontinued this because it caused campus mobility plan to address bicycle unacceptable service delays. Currently, and pedestrian mobility needs within Centro uses the bus stop at the Tex and between these destinations, Simone Drive/Hiawatha Boulevard especially during large events. intersection to drop off Stadium Potential Issues and Opportunities patrons; however, sidewalks do not exist between the stop and the Stadium. Community stakeholders advocated for two mid-block crosswalks across NBT As such, it would be beneficial to Bank Parkway between: conduct a joint-campus mobility plan. If interested, the respective facility  the RTC driveway and the Market owners (i.e., City, Centro - RTC,  the Byrne Dairy parking lotDRAFT and the SOCPA/Onondaga County – NBT Bank Market opposite the pedestrian Stadium, and the Regional Market gate. This location includes a curve Authority) may choose to collaborate to that may result in sight-line issues. study this idea further.

Additionally, the Market and the 2. A narrow pathway exists along Stadium have several vehicle access Harborside Drive between Park Street points that are gated when the Market and the Destiny parking lot. As shown is closed. Curb cuts and one or two in Figure 31, a SUP extends from Park partially built driveways exist, but do Street through an existing parking lot to not currently service the Market. Destiny USA. The parking spaces - Shared parking arrangements are also in adjacent to I-81 – have a wide service place, so visitors park and walk in lane. It may be possible to narrow the opposite directions depending on their service lane and restripe the spaces to desired destination. Market shoppers accommodate a SUP (between the walk between buildings and parking restriped spaces and I-81). Additionally, areas, so riding a bike is hampered due the SUP could use the existing crosswalk to the number of pedestrians. (across Destiny USA Drive) and 71 | P a g e

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potentially enter the grass island to the 5. As previously noted in Section 2.12, the Macy’s entrance. If interested, the I-81 Opportunity Preliminary Draft facility owners (i.e., City, NYSDOT, and Environmental Impact Statement Destiny USA) may choose to collaborate (PDEIS) envisions mobility to study this idea further. improvements in the block between Lodi, Bear, Hiawatha, and I-81. A SUP is 3. As previously noted in Section 2.4, the envisioned. If the SUP is developed, NYSDOT Bike Commuter Corridor Study consideration it could potentially extend suggests bicycle facilities be installed along Hiawatha Boulevard West to the along Onondaga Lake Parkway and Old Onondaga Creekwalk and to the Destiny Liverpool Road. As shown in Figure 31, USA Sky Bridge entrance on Solar Street. Additionally, there may be potential to SUPs would link envisioned bike lanes extend the SUP along Bear Street to along these roads to the existing Park Solar Street as Shown in Figure 31. If Street Bikeway. The Plan also identifies interested, the facility owners (i.e., City, Lemoyne Avenue as a bike commuter NYSDOT, and Destiny) may choose to corridor, which links to the Park Street collaborate to study this idea further. Neighborhood Greenway. If interested, the road owners (i.e., City, NYSDOT, and Conclusion the Town of Salina) may choose to Priority intersection concept plan options collaborate to study this ideaDRAFT further. and “big picture” ideas to improve regional mobility are presented to characterize the 4. The City of Syracuse expressed interest types of improvements that could improve in extending the NYSDOT Beartrap local and regional mobility for bicyclists and Creek Trail along the I-81 ROW south to pedestrians. This study is a planning-level the Park Street Bikeway. Bicycle and assessment only and does not represent a pedestrian improvements on 7th North proposal to design and construct Street and Old 7th North Street, and improvements. All options presented are for informational purposes only, are crossing improvements at Ley Creek conceptual in nature, and would require Drive and Terminal Road may be further engineering evaluation and review. required. The Bear Trap Creek Trail could extend from Old 7th North Street south along the I-81 ROW to the Park Street Bikeway (abandoned). If interested, the road owners (i.e., City, NYSDOT, and the Town of Salina) may choose to collaborate to study this idea further. 72 | P a g e